THREE coupes, THREE CONCEPTS, ONE GOAL
Aston Martin DB11 with biturbo V12, BMW M6 Competition with V8 biturbo and Jaguar F-Type SVR with supercharged V8 engine. Who offers the best mix of everyday and sports?
Three coupe characters Aston Martin DB11 against BMW M6 Competition and Jaguar F-Type SVR
Aston Martin logs in with a 608 bhp GT in the 21st century, Jaguar ignites the extreme version of the F-Type. Bring the pressure wave from England the top dog falter? Text Stefan Helmreich. Photos Hans-Dieter Seufert.
Numbers are the essence of all things, a certain Pythagoras once said. And although I know from bitter experience that it is not advisable to contradict the principles of this gentleman, he seems to be deceiving in this case. For they that say about the nature of these full-size coupes figures only once from nothing.
Actually there are three quite close together: Barely 33 PS separate the weakest, the Jaguar F-Type SVR, the power Croesus, the Aston Martin DB11. In relation to the respective weights, the distance compacted even at a measly tenths kilograms per bhp, the torque maximum of 700 Nm even identical. And in the sprint to 200, the field fanned just on by half a second.
But appearances are deceiving their similarities. And I do not mean the differences in interpretation or driving cylinders, but precisely the essence that is hidden in them.
Let me go back a short: all three are moving in the tension between Gran Turismo and sports cars, however, differ in the direction in which they tend - being objective and goal achieved sometimes drift apart somewhat.
All good things come in threes
Jaguar is the best example. Sometime - long, long time ago - has anyone spent laying the groundwork that the brand urgently need a sports car, a real, real, full-blooded, as that has been in his early years of the E-Type. The first attempt to inherit the brand icon, was the XJS and went straight times properly in the pants - not only sporting aspects. And the various XK, which took on the thankless task in the sequence, sinking quite fast and quite rule-moderately in the large footsteps. Although they were sometimes wonderful Gran Turismo, but the long-awaited sports car could be even by force not squeeze out of them.
What was the result? It has scrapped the whole thing again, refocused and re-sent on the same mission - this time as a F-Type. He was wild, radical, louder than anything before, which relieved him immediately each GT suspicion. However, he got a bit difficult - at least as measured by those to whom he emulated. Straight this disadvantage with the compressor motors let compensate fine, curves but he put his life on, so that the hope of finally did it, scattered over again shortly before the finish. A shot you still: The final stage of escalation of the F-Type, the SVR, you want to squeeze every last ounce of missing now. And in contrast to the former RS models of the XK that could little more than their respective base, and the few little better, he will also find the right stuff.
A matter of choice
At BMW, the situation is quite different. It's not about skill, but about will. Since M1 anno 1978 it steadfastly refuses at M to build a sports car, but the principle mastered so well that always arise which. The M4 GTS has his qualification in this regard only repeatedly demonstrated - around time as well as handling. And also the M6 got but much sportier than it really should go with his physical disposition - though not from birth. He came as a beast to the world, as one of those adorable contemporaries, the same wild with the stern capsized when they were caught at the wrong time with the gas. but step by step they brought him then Manners.
Only with the refinements of the optional Competition Kit, which in addition to the mandatory power boost to 600 hp and recalibrations in chassis and control electronics. And later with a profoundly modified rear axle, which is now far more lateral acceleration can withstand under load than its counterpart in the early days.
Such ripening has the DB11 still to come. He is the chick of the British manufacturer, the successor to the most successful Aston Martin of all time and practically doomed to be the one day itself. The internal pressure to succeed is enormous, but here he has little to lose. Because, unlike the other two, who arrived with SVR respectively our Competition version already at the top of their respective evolution, it defines the starting point here, a Vanquish and possibly also an S model will arise from the upcoming years in the.
Accordingly, it must be a little air upwards and therefore bends in raised tension decidedly in the direction of Gran Turismo. Now this concept has been unfortunately hard hit in recent years affected: by bloated MPVs who abused his initials, by dramatically overweight Nobel movables with misguided self-assessment or by the fact that it mistakenly those tacked him, who had just not made for sports cars - as a kind of consolation prize, if you will.
But it GT yet!
The DB11 introduces the concept GT now back to its original purpose. And which is located almost exactly in the middle between the ultimate performance and pure pleasure. Or else: He sees himself as golden ratio of dynamics and transparency - said one must restrict the other at any time or even to exclude. Even if he attacked a decent GT is never aggressive, yet he remains focused even in complete relaxation - and this balancing act they get.
For what we hold here with him, the DB11 is not provided. On the other hand, are its dynamic driving conditions but also too good to him to celebrate on his ravishing body, his charisma or the facts that the leather wallpaper of its interior so wonderful spicy scent and comes exclusively from Scottish beef critters. Rear axle, torque vectoring function, drive parts made of carbon, transaxle gearbox plus a specially developed V12 twin turbo with 608 hp, which had to completely move out of balance reasons behind the front axle - sorry, but as no one dislocated along schmaltz only the Corniche want.
Unlike BMW and Jaguar understatement for him is the primary objective. Its exhaust system he is wearing a double-flow, while the other four pipes stretching through their diffusers; the aerodynamic measures is reflected largely under the Alukleids place like the F-Type SVR as a prominent Arschgeweih on top; and unlike the vast majority in its power league, the only times barking early in the morning when starting the half settlement out of bed, you can - I repeat, one can - also start the Aston softly. In short: He is concerned with the right mix of discretion, power and style and the right dose for all.
And that can be found complicated. The DB9, its predecessor, do on any. His Fanfare never corresponded with the ballad handling; the counter dials forgot sheer attention to detail that they were primarily displays; and also the former starting ceremony, in which slid a key sculpture in the center console, had - considered by far - most recently been very fake.
Modern Art instead Baroque
Him here you now sustainable. The start is quite profane touch of a button, what an Aston Martin far is despicable; the instrument shaft inserted a display that animates itself in accordance with the driving modes, but this appears not to unadorned yet too shrill; Infotainment and assistance scheme based on the technology of substance partner Mercedes-AMG, work worlds better than the patchwork of old, but by no means the British; and also the driving experience acts despite the traditional Aston flairs clear, modern and above all sporty.
Deeper seating position, more space inside, a steering system that leaves plenty of road feel through its electric motor, and to top the style safety of the engine, of just not flooded the natural violence of its 5.2-liter displacement with turbo boost, but including lifts him very gently. In approach him of Jaguar compressor may indeed come off as above out of the irrepressible will of the BMW Biturbo, but in between, where 700 Nm weighed, creates a particularly evocative chapter locomotion.
Rowdy, volcano, natural spectacle
we accelerate by three times. The F-Type is torn from its torque downright from the spot, the M6 it erupts as-expanded magma from the , in Aston, however it is carried away by him - tender, but strong kind, almost as if a a balmy breeze enter with the strength of a hurricane. And this airiness also radiates on driving behavior. Everything is precise and exact, are the transverse acceleration contour, but rather weaves a the road along, instead of really getting entangled with him.
The amazing thing: Despite the Aston is fully in the music. With steel discs he thwarts the ceramic plants of BMW and Jaguar in the warm-measurements; with 4.0 seconds to 100 lacks only three-tenths to four-wheel drive and 90 kilos lighter F-Type SVR; and even on the small track in Hockenheim, the long Haubern is not really tailored to its angular layout of the body, he does gymnastics with perk.
The body movements are perhaps a bit too expansive for the big sports, both under braking and cornering - but we remember: dynamics and permeability must indeed always be consistent. And even if this circumstance it certainly does not help significantly to inhibit it seems him any more. His three-stage suspension shears the 4.75-meter-coupe with energetic elegance into the corner, the centrifugal force also holds steadfastly stood increasing load to the rear when it the Bridgestones but is too much to vibrate slightly - of course without liability would thereby demolish too abrupt or even welding palms.
Two things, however, are to be considered: First, the V12 responds very deaf in short gas pulses - the scurrying what some like to do when they spy along exactly at the limit, so fizzles easy. Secondly, one must keep the brake in the eye. They wedged the of 1900 kilos basically very confident in the braking zones, during the rounds of their pressure point moves but deeper into the pedal back, which is a clear indication of overexertion. At the end of the DB11 listed yet a good lap time of 1.13,6 min. That will be on the M6 bottom line seven tenths behind, given the differences in the orientation that is less defeat than victory.
The BMW is the DB11 conceptually not unlike: transversely locked rear wheel drive, stately curb weight, almost equally distributed axle loads - but it turns out differently over. Technocratic, richer, more ambitious. The 4.4-liter V8 rumbles far darker than the orchestral high rotational fanfare of Aston V12, the dual clutch transmission by hitting the speed bands, while more zurechtschnibbelt the eight-stage automatic in DB11, and instead to latch with a loose leash on the racing line, zurrt the M6 tightly to her right - and its pilots with the same. Where the characteristics of the points of contact - so the steering, damping and response - let each taut again separately.
Consequence: While the DB11 in the sharpest suspension program becoming a little game lets between action and reaction, is in both M6 at very closely. Whether that is so much atmospheric? Hard to say, but it is dynamic in any case.
Although the projection on the track not quite so serious failure, as he seems to be - or as it could be. Because this M6 Competition not quite reached its proper level: fifteenth him missing on their previous record. Feel? Search! On handling per se nothing falls on, certainly not negative. The steering link an extremely directly to the front wheels, hooked it to his Michelins stable in curves, while the chassis always dodging with success against an unhealthy degree of rolling and pitching movements - which is a real achievement for the strand. Watching you just under braking. If one is late, the device ABS stumble, and the cargo straight - this is certainly not a predicate feature, but also nothing new at M6 and thus hardly the reason behind the gently sloping lap time.
It depends elsewhere, namely when accelerating, in the literal sense. Actually, the M6's born powerslider earlier - as I said - very excessive, since the update of the rear axle in a very healthy level. This one here seems however to block the cross-drive, artificial, as if there were something below the disconnectable ESP, a safety leash that limits the release of torque as a function of the steering angle.
Already in M4 GTS this phenomenon noticed and also the M4 Competition moving drove curve exit of not as rampant as the basic model. The difference: Both benefited in the driveability and ultimately in the lap time because the system - if it is a because - almost like a racing ESP acted and a spotless along regulated at the edge of the sliding friction. however, the M6 concentrated this restriction in its possibilities. She reaches too early and too strong, so especially after Sachs and South Bend are time remains - exactly where else you fetch the odd tenth with about buttocks.
Well, the first thought was after that, a pity, but what can happen to large. The Aston he holds still in check, and the Jaguar will be equal to it because of the little house tuning by the Special Vehicle Operators not equal over the head.
Whipped cream on a Creampot
Especially since the SVR at first not great touches unlike its origin, the F-Type R AWD - apart from the fluff of many Alcantara times. The streamlined and stiffened suspension like something defined compared in turmoil; and also the steering keeps the front wheels now neatly laid, instead depending on steering angle sometimes more, sometimes less loose on them.
The lightweight efforts with Din gen as carbon fiber body parts or a silencer made of titanium covered but just like the power push-up too low in order to be really noticeable. 25 hp and 20 Nm more at - in this particular case - seven kilos less measured on a 550-hp, over 1800 kilo base in about as if you klecksen whipped cream on a vat full of cream and then the handle made of jelly cherry on top pluck.
Anyway only bring benefits to light measurements: With 3.7 seconds SVR rages to 100 not only the standard model of the four needed at that time smooth. The competitors look for its traction advantage rather in the tube. In the further course of his Sprint projection remains though largely constant, the perceived speed increase is compared to Aston and BMW but again a whole Eck massive.
This is connected with the fulminating V8 downright a motor. The compact body plays a role, especially since they are not quite as caring forecloses to the outside world as the other two. Above all, it is the sound that makes the difference and was even again with the wire brush for the SVR. Drunken antics during tempering, tinny bubbling with light gas commands, blocking fiery crackle in kickdown, when shifting and when decelerating - in daily life like walking properly on my nerves. Is the mood, it is - with respect - just awesome.
Humor takes ballyhoo
Ever the Jag distanced quite clear from his four-seater colleagues. In the external representation anyway, but also in driving behavior. He does not look as tired as the BMW, not quite as casual as the Aston Martin, but more flexible than the two - and as many others. Already in the slalom, he can sit up, so goes in Hockenheim some hearing and seeing then completely.
So far, the track was not his thing. The rear-wheel drive, it failed simply because of the traction at the wheel learning at play with strength distribution and torque vectoring, which simply would not work. One always had the feeling that a system does not know what the other was doing, so you always between understeer and oversteer back and hertaumelt. The driving pleasure that arose from it had, in any case more to do with slapstick.
In SVR he is now, however, to British humor - from the very finest sort. With him fits everything at once. When turning, when pulled on the brake direction curve, he drallt into with Effet; on the way out accelerating the drive always finds the right balance of grip and slide; and even in between, in the curve where it takes a clump the musculoskeletal system in comparison rather top-heavy weight distribution, it moves extremely agile, found thanks to the wider tires now better grip - and yet remains playable for driving skills interventions.
One can constantly readjust him him in the steering, where you want to have him, and tickle when required with the gas in the seat - intuitively and without having to be afraid of. Straight tearing the F-Type down, he always was very good, but instead in curves as far, he twirls now through them.
And although Cat associations prohibit due to its inflationary use in Jaguar stories actually: He and the ideal line are actually as Miezi and wool yarn. The best part: This playfulness inspires him to excel. 1.11,4 min! Guys, this is a half seconds faster than the BMW, the clear test victory and finally the successful completion of a never-ending mission - who would have still thought it possible?
But not only Jaguar has reason to celebrate. Aston Martin also manages an impressive comeback: The DB11 is a formidable GT, which is currently only true, the M6 Competition to too much is not missing so - neither on the track in the points balance. Only one stinks about it: That this Pythagoras was right again with one of his sentences - as earlier in the math exam. Even if numbers may not be the essence of these three defining here, their traits, they underscore definitely.
This time there are two surprises: one gives the Aston Martin DB11, which slips into the lee of a certainly not immovable M6 Competition thanks to a sparkling clean suspension tuning, his lustful V12 engine and athletic handling - and still all guidelines of Gran Turismo fulfilled. Surprise number two succeed the Jaguar: Again and again, the F-Type had to listen that he was a wonderful car, barbarian sword, abartig next go, bla, bla, bla. And in the end always came the big But. This time, however, he rake in 77 points from our vote disciplines, which is only slightly less than a Porsche 991 Carrera GTS - and thus absolute sports car, without any ifs, and above all with no buts!
High feelings The BMW are accustomed defines Jaguar created a curve acrobats while the DB11 manages a mix of drama and ecstasy.
LADIES AND GENTS, THE F-TYPE SVR buzzing THE M6 1.5 SECONDS - THAT WOULD HE DONE, THE JAGUAR SPORTS CAR!
THE ASTON WEBT TO THE ROAD DEVELOPMENT ALONG THE M6 zurrt UP TO IT FINDS THE F-TYPE IS DANCING HIM dizzy
Power Palace Of Kitsch and Stone Age technology freed consist location loft with picturesque furniture and madness views over the V12 level.
Designer apartment Stylish device, perfect ergonomics, generous cut, high-tech equipment, including newly renovated infotainment system.
Ruckus box Cavernous Stay with impressive, sometimes pesky exhaust soundscape and occasional SVR souvenirs.
Aston Martin aesthetic can not be measured, but see. The love of art is in every detail, even the tires bear the service number of a customer.
Jaguar The warning Blue perfused the seats and attacks with proper treatment, the titanium exhaust system. The wing makes 322kph top speed.
BMW The Frenetic when revving remains unmatched in this class, but the clumsy ABS control its ceramic brakes throwing the M6 regrettably back.